Method and system for mounting and dismounting batteries in a vehicle

ABSTRACT

A method and system for swapping batteries in an electric vehicle is disclosed. The method includes dismounting a first battery assembly, moving to a second battery assembly and mounting the second battery assembly onto the vehicle. Mounting and dismounting are accomplished by an onboard mounting and dismounting system. The method can be used in a zero infrastructure environment such as an underground mine since mounting and dismounting are accomplished by components on the vehicle itself. An auxiliary battery pack powers the vehicle during between dismounting a battery pack and mounting another battery pack.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of and claims benefit to U.S. patentapplication Ser. No. 15/908,802, filed on Feb. 28, 2018 and titled“Method and System for Mounting and Dismounting Batteries in a Vehicle”,the disclosure of which application is incorporated by reference hereinin its entirety.

BACKGROUND OF THE INVENTION

The present invention relates generally to mining vehicles.

Various types of mining vehicles may be used to remove and transportmaterial in a mining operation. One type of vehicle, a haul truck, maybe used. Traditional haul trucks may operate with diesel-poweredengines.

Diesel powered haul trucks can have different hauling capacities. Sometrucks may have a 35 metric ton hauling or greater hauling capacity.

Electric vehicles may operate with one or more electric motors poweredby batteries. Batteries in electric vehicles, such as cars and otherkinds of vehicles, may be large and heavy. Removing batteries mayrequire external infrastructure such as cranes, lifts or other systems.

SUMMARY OF THE INVENTION

Various embodiments of a mining vehicle are disclosed. The embodimentsprovide mining vehicles that are battery powered rather than dieselpowered.

In one aspect, an electric vehicle includes an electric motor, a primarybattery assembly comprising a battery pack used to power the electricmotor, where the primary battery assembly can be mounted and dismountedfrom the electric vehicle. The vehicle also includes a mounting anddismounting system capable of mounting and dismounting the primarybattery assembly from the electric vehicle.

In another aspect, an electric vehicle includes an electric motor and aprimary battery assembly comprising a battery pack used to power theelectric motor, where the primary battery assembly can be mounted anddismounted from the electric vehicle. The vehicle also includes anauxiliary battery pack. The auxiliary battery pack powers the electricvehicle when the battery pack in the primary battery assembly isdisconnected.

In another aspect, a method of replacing a first battery pack with asecond battery pack in an electric vehicle includes moving the electricvehicle to a first location adjacent to the second battery pack. Thesecond battery pack is located at a second location. The method alsoincludes disconnecting the first battery from an electrical circuit ofthe electric vehicle. The method also includes dismounting the firstbattery pack from electric vehicle using a mounting and dismountingsystem, where the mounting and dismounting system is disposed on theelectric vehicle. The method further includes moving the electricvehicle to a second location, mounting the second battery pack to theelectric vehicle using the mounting and dismounting system andconnecting the second battery to the electrical circuit of the electricvehicle.

Other systems, methods, features, and advantages of the invention willbe, or will become, apparent to one of ordinary skill in the art uponexamination of the following figures and detailed description. It isintended that all such additional systems, methods, features, andadvantages be included within this description and this summary, bewithin the scope of the invention, and be protected by the followingclaims.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention can be better understood with reference to the followingdrawings and description. The components in the figures are notnecessarily to scale, emphasis instead being placed upon illustratingthe principles of the invention. Moreover, in the figures, likereference numerals designate corresponding parts throughout thedifferent views.

FIG. 1 shows a schematic view of an embodiment of a mining vehicle;

FIG. 2 shows a schematic side view of an embodiment of a mining vehicle;

FIG. 3 shows a schematic view of various internal components of a miningvehicle, according to an embodiment;

FIG. 4 is a schematic side view of an embodiment of a mining vehicle;

FIG. 5 is a schematic rear view of an embodiment of a mining vehicle;

FIG. 6 is a schematic top down view of an embodiment of a mining vehiclein a turning position;

FIG. 7 is a schematic view of an embodiment of a mining vehicle, inwhich an envelope volume of the vehicle is indicated schematically;

FIG. 8 is a schematic view of an embodiment of a mining vehicle withouta battery assembly;

FIGS. 9-11 are schematic views of several embodiments of mining vehicleswith varying haul capacities;

FIG. 12 is a schematic view of a table of dimensions for severaldifferent embodiments of mining vehicles;

FIG. 13 is a schematic view of an embodiment of a chart indicatingunloaded weights and haul weights for several mining vehicles;

FIG. 14 is a schematic view of an embodiment of a chart indicating powerfor several mining vehicles;

FIG. 15 is a schematic view of an embodiment of a chart indicatingpower-to-weight ratios for several mining vehicles;

FIG. 16 is a schematic view of an embodiment of a vehicle approaching alocation for swapping battery packs;

FIG. 17 is a schematic view of a vehicle moving towards a predeterminedlocation, according to an embodiment;

FIG. 18 is a schematic view of a set of power cables being disconnectedfrom battery packs of a vehicle, according to an embodiment;

FIGS. 19-20 are schematic views of a battery assembly being lowered tothe ground, according to an embodiment;

FIG. 21 is a schematic view of a vehicle reversing away from adismounted battery assembly, according to an embodiment;

FIG. 22 is a schematic view of a vehicle moving from a first location toa second location near a charged battery assembly, according to anembodiment;

FIG. 23 is a schematic view of a step of aligning a mounting system witha battery assembly, according to an embodiment;

FIGS. 24-25 are a schematic views of a battery assembly being raised andmounted to a vehicle, according to an embodiment;

FIG. 26 is a schematic view of an embodiment of a set of power cablesbeing reattached to battery packs in a battery assembly, according to anembodiment;

FIG. 27 is a schematic view of a vehicle reversing away from an areawhere a battery swapping process has occurred, according to anembodiment;

FIG. 28 is a schematic view of a process for swapping batteries in anelectric vehicle, according to an embodiment;

FIG. 29 is a schematic isometric view of an embodiment of a batteryassembly;

FIG. 30 is a schematic isometric exploded view of an embodiment of abattery assembly;

FIG. 31 is a schematic rear view of an embodiment of a battery assembly;

FIG. 32 is a schematic isometric view of a front end of a vehicle with amounting and dismounting system, according to an embodiment;

FIG. 33 is a schematic isometric view of an embodiment of a linkageassembly;

FIGS. 34-38 are schematic side views of a range of motion of a linkageassembly, according to an embodiment;

FIG. 39 is a schematic isometric view of a correspondence between amounting system and mounting bars on a battery assembly, according to anembodiment;

FIGS. 40-45 are schematic side views of a process of lifting a batteryassembly using a linkage assembly, according to an embodiment;

FIGS. 46-48 are schematic views of another embodiment of a system formoving a battery;

FIG. 49 is a schematic view of a vehicle and different loading positionsof a battery assembly, according to an embodiment;

FIG. 50 is a schematic view of a front end of a vehicle with analignment and locking system for a battery assembly, according to anembodiment;

FIGS. 51-52 are schematic views of a receiving member with an alignmentportion and a locking mechanism, according to an embodiment;

FIGS. 53-54 are schematic views of horizontal mounting bars of a batteryassembly being locked into place on a vehicle chassis, according to anembodiment;

FIGS. 55-56 are schematic views of vertical mounting bars of a batteryassembly being locked into place on a vehicle chassis, according to anembodiment;

FIGS. 57-58 are schematic views of a battery assembly beingautomatically aligned in a vertical direction by a set of receivingmembers, according to an embodiment;

FIGS. 59-60 are schematic views of a battery assembly beingautomatically aligned in a horizontal direction by a set of receivingmembers;

FIG. 61 is another embodiment of an alignment and locking system for abattery assembly, according to an embodiment; and

FIG. 62 is a schematic side view of a vehicle illustration the physicalconnection between a battery assembly and a vehicle chassis, accordingto an embodiment.

DETAILED DESCRIPTION

Overview of Mining Vehicle

The embodiments are directed to a vehicle. The vehicle is zero emissionselectric vehicle and uses only a battery to power the vehicle in placeof a conventional diesel engine. The vehicle may be used in miningoperations. The embodiments include various provisions that make itpossible to power a haul truck with at least 40 metric tons of haulingcapacity using only electric power.

The vehicle described herein is a heavy duty industrial electric vehicledesigned to operate in a continuous work environment such as asub-surface mine. An overview of a sub-surface mine environment andgeneral description of electric vehicles and electric power systems forsub-surface mining are described in co-pending application Ser. No.15/133,478 filed on Apr. 20, 2016, titled “System And Method ForProviding Power To A Mining Operation,” the entire contents of which arehereby incorporated by reference. Electric mining vehicles are poweredby at least one heavy-duty, high-powered battery pack which is comprisedof multiple battery modules contained in a pack housing. Each module iscomprised of multiple cells. The modules may be equipped with an arrayof operational sensors and may be provided with electronic components toprovide data from the sensors to a separate maintenance network. Sensorscan include temperature sensors, timing devices, charge level detectiondevices, and other monitoring devices which can be employed to providean operations center with accurate, real-time data regarding theperformance of the module and its performance history. Details of thesetypes of battery packs and the associated data generation and monitoringcan be found in co-pending application Ser. No. 14/494,138 filed on Sep.23, 2014, titled “Module Backbone System;” application Ser. No.14/529,853 filed Oct. 31, 2014, titled “System and Method for BatteryPack Charging and Remote Access;” and application Ser. No. 14/721,726filed May 26, 2015, titled “Module Maintenance System;” the entirecontents of which are hereby incorporated by reference.

For purposes of clarity the following terms may be used in the detaileddescription and the specification. The term “hauling capacity,” orsimply capacity, is used to characterize the amount of material that canbe held in the bed of a vehicle and transported. The hauling capacitymay also be referred to as the “tramming capacity.”

FIG. 1 illustrates a schematic isometric view of vehicle 100. FIG. 2 isa schematic side view of vehicle 100. Referring to FIGS. 1-2, vehicle100 may be comprised of a frame 101 (or chassis), a set of wheels 110and a bed 112. Bed 112 may be coupled with frame 101 and may be tiltedbetween a lowered position (shown in FIG. 1) and raised position (shownin FIG. 2).

For reference, vehicle 100 is also characterized as having a front end90, a rearward end 92, a first side 94 and a second side 96 (see FIG.1).

Vehicle 100 is also provided with various standard vehicular provisions,such as cab 116 for receiving one or more operators.

In some embodiments, vehicle 100 may be divided into a first frameportion 122 and a second frame portion 124 (see FIG. 2). First frameportion 122 may be a front portion associated with cab 116. Second frameportion 124 may be a rearward portion associated with bed 112. In someembodiments, a mechanical linkage 125 connects first frame portion 122and second frame portion 124 so that the two portions can move relativeto one another (e.g., swivel or pivot).

FIG. 3 is a schematic view of vehicle 100, in which several internalcomponents are visible. Vehicle 100 also includes a propulsion systemcomprising one or more electric motors that are powered by one or morebatteries. In some embodiments, vehicle 100 may include at least twoelectric motors for powering each pair of wheels. In some embodiments,vehicle 100 may include four electric motors, where each motorindependently powers one of four wheels. In the embodiment of FIG. 3,vehicle 100 includes a first electric motor 180, a second electric motor182, a third electric motor 184 and a fourth electric motor 186,referred to collectively as set of motors 188. For purposes ofillustration, the approximate locations of each motor in set of motors188 are only indicated schematically. It may be appreciated that theexact locations of each motor may vary from one embodiment to another.

In one embodiment, the electric motors in vehicle 100 operate with acombined continuous torque of approximately 2000 Newton-meters. In otherembodiments, the electric motors in vehicle 100 may operate with acombined continuous torque approximately in the range of 1500-2500Newton-meters.

In one embodiment, the electric motors in vehicle 100 operate with acombined continuous power of 440 kilowatts (590 horsepower) and acombined peak power of 560 kilowatts (750 horsepower). In otherembodiments, electric motors in vehicle 100 may operate with a combinedcontinuous power approximately in the range of 400-500 kilowatts. Inother embodiments, electric motors in vehicle 100 may operate with acombined peak power approximately in the range of 500-600 kilowatts.

Some embodiments may also be equipped with an auxiliary motor (notshown). In some cases, the auxiliary motor may operate with a continuoustorque of approximately 700 Newton-meters. In some cases, the auxiliarymotor may operate with a combined power of 125 kilowatts (167horsepower). In some embodiments, an auxiliary motor may be used todrive other sub-systems of vehicle 100, such as a mechanical system thatmay be used to mount and dismount batteries. Optionally, in otherembodiments an auxiliary motor may not be used.

Embodiments can incorporate one or more batteries to power set of motors188 and/or an auxiliary motor. As used herein, the term “battery pack”generally refers to multiple battery modules in a heavy-duty packhousing. Each module is comprised of multiple battery cells. In thisway, a battery pack also refers to a collection of individual batterycells. The battery cells, and therefore modules, are functionallyinterconnected together as described in the previously incorporatedpending applications.

In different embodiments, a battery pack could incorporate any suitablekind of battery cell. Examples of battery cells include capacitors,ultra-capacitors, and electrochemical cells. Examples of electrochemicalcells include primary (e.g., single use) and secondary (e.g.,rechargeable). Examples of secondary electrochemical cells includelead-acid, valve regulated lead-acid (VRLA), gel, absorbed glass mat(AGM), nickel-cadmium (NiCd), nickel-zinc (NiZn), nickel metal hydride(NiMH), lithium-ion (Li-ion), and the like. A battery cell may havevarious voltage levels. In particular, in some cases two differentbattery cells in a battery pack could have different voltage levels.Similarly, the battery cell may have various energy capacity levels. Inparticular, in some cases, two different battery cells in a battery packcould have different capacity levels.

In some cases, it may be desirable to use multiple battery packs. Asused herein, the term “battery pack assembly”, or simply “batteryassembly” refers to a set of two or more battery packs. In someembodiments, a battery assembly may also include a cage or similarcontainer for holding the separate battery packs together.

As seen in FIGS. 1-3, vehicle 100 is configured with a primary batteryassembly 104. In some embodiments, primary battery assembly 104 may belocated at front end 90 and on second side 96 of vehicle 100. Inparticular, primary battery assembly 104 may be disposed adjacent to cab116, which is located at front end 90 and on first side 94 of vehicle100.

Vehicle 100 may also include an auxiliary battery pack 105. Auxiliarybattery pack 105 may be disposed in a separate location from primarybattery assembly 104. As best seen in FIG. 3, auxiliary battery pack 105may be disposed within the interior of vehicle 100. The interior ofvehicle 100 may be a region disposed inside of the exterior surfaces ofthe vehicle (which are discussed below with reference to FIG. 7). Insome cases, auxiliary battery pack 105 may be disposed in a compartmentof frame 101 that is designed to hold auxiliary battery pack 105. Asdiscussed below, auxiliary battery pack 105 may be used to power vehicle100 while the primary battery assembly is being swapped. Auxiliarybattery pack 105 may also be referred to as a “tramming battery”.

As seen in FIGS. 1-2, battery assembly 104 is exposed on an exterior ofvehicle 100. Specifically, various exterior surfaces of the housing(i.e., battery cage 210) that contains one or more battery packs maycomprise part of the exterior of vehicle 100. In contrast, auxiliarybattery pack 105 is an internal battery and is retained within thechassis of vehicle 100.

Battery assembly 104 may be removably attached to vehicle 100. As usedherein, the term “removably attached” refers to two components that arejoined together but that can be separated without destroying one or theother component. That is, the components can be non-destructivelydetached from one another. Exemplary modalities of “removableattachment” include connections made using removeable fasteners,latches, locks, hooks, magnetic connections as well as other kinds ofconnections.

Auxiliary battery pack 105 may be “fixedly attached” to vehicle 100.That is, auxiliary battery pack 105 may not be separated from vehicle100 without requiring part of vehicle 100 to be disassembled and/orwithout destroying one or more parts.

In the embodiment shown in FIGS. 1-3, primary battery assembly 104comprises two battery packs. These include a first battery pack 200 anda secondary battery pack 202 (see FIG. 3). First battery pack 200 andsecond battery pack 202 may be disposed in a stacked arrangement, withfirst battery pack 200 disposed over second battery pack 202. Moreover,in some embodiments first battery pack 200 and second battery pack 202are retained within a battery cage 210.

In some embodiments, primary battery assembly 104 may provideapproximately 340-360 kilowatt hours of power. In some cases, each offirst battery pack 200 and second battery pack 202 may provideapproximately 170-180 kilowatt hours of power. In some embodiments,auxiliary battery pack 105 may provide approximately 40-50 kilowatthours of power.

In some embodiments each battery pack of primary battery assembly 104may power a different set of motors (and accordingly, a different set ofwheels). In some cases, each battery pack may power a pair of motors ona particular axle (e.g., front axle or rear axle). In one embodimentshown in FIG. 3, first battery pack 200 may be connected via a powercable 215 to components on a front axle assembly 216. More specifically,first battery pack 200 may provide power to both first electric motor180 and second electric motor 182 to power a front set of wheels.Likewise, second battery pack 202 may be connected via a power cable 217to components of a rear axle assembly 217. More specifically, secondbattery pack 202 may provide power to both third electric motor 184 andto fourth electric motor 186 to power a rear set of wheels. By poweringthe front and rear axles using separate battery packs, the amount ofpower required that must be delivered to a single source is reduced.This may allow for the use of smaller power cables (or cables with alower current rating) that are easier to manage and/or less likely tofail.

Embodiments can include a system for mounting and dismounting one ormore battery packs. In the embodiment seen in FIG. 2, vehicle 100 mayincorporate an onboard mounting and dismounting system 250. Mounting anddismounting system 250 may include all the necessary components requiredto lift and lower primary battery assembly 104. The details of mountingand dismounting system 250 are discussed in further detail below andshown, for example in FIGS. 32-45.

FIGS. 4-15 and the accompanying description disclose features related tothe overall specifications of vehicle 100, including size, weight,capacity and power.

The embodiments may provide a zero emissions electric vehicle withcomparable hauling capacity to similarly sized diesel-powered vehicles.

In discussing the form factor of a vehicle, the description discussesthe overall length, overall width, and overall height of a vehicle, aswell as various other dimensions. As used herein, the term overalllength refers to the distance between the forward-most location on avehicle and the rearward-most location on the vehicle. In some cases,the forward-most location may be a located on the cab or batteryassembly. The term overall width refers to the distance between opposingsides of the vehicle, and is measured at the “outermost” locations alongthe opposing sides. The term overall height refers to the distancebetween the lowest point of a vehicle (usually the bottom of the wheels)and the highest point of a vehicle.

Each of these vehicle dimensions may correspond with an axis ordirection of vehicle 100. That is, the overall length of vehicle 100 maybe taken along a lengthwise direction (or axis) of vehicle 100. Theoverall width of vehicle 100 may be taken along a widthwise direction(or axis) of vehicle 100. Also, the overall height of vehicle 100 may betaken along a height-wise direction (or axis) of vehicle 100.

FIG. 4 illustrates a side schematic view of vehicle 100 (as seen fromfirst side 94) for purposes of illustrating a variety of dimensions.Vehicle 100 has overall height 300, measured from the ground verticallyup to approximately the highest point of vehicle 100. In one embodiment,overall height 300 has a value of approximately 2,206 millimeters. Inother embodiments, overall height 300 could have any value approximatelyin the range of 1,500 to 2,500 mm. In the exemplary embodiment shown inFIG. 4 it may be seen that the overall height 300 can be measured eitherfrom the wheels to the top of bed 112 or to the top of cab 116, as thetop of both components lie approximately in a similar horizontal plane.

Vehicle 100 has overall length 302, measured from the rearward-mostlocation of frame 101 to the forward-most location of frame 101. In oneembodiment, overall length 302 has a value of approximately 10,175 mm.In other embodiments, overall length 302 could have any valueapproximately in the range between 9,000 to 12,000 mm.

As seen in FIG. 4, the overall length of vehicle 100 can be separatedinto a front overhang length 310, wheelbase length 312 and rear overhanglength 314. Specifically, wheelbase length 312 is measured between thecenter of front wheels 320 and the center of rear wheels 322. Frontoverhang length 310 is measured from the center of front wheels 320 tothe forward-most location of vehicle 100 (i.e., the forward mostlocation of cab 116. Rear overhang length 314 is measured from thecenter of rear wheels 322 to the rearward-most location of bed 112. Inone embodiment, front overhang length 310 has a value of approximately3,429 mm, wheelbase length 312 has a value of approximately 5,000 mm,and rear overhang length 314 has a value of approximately 1,746 mm. Ofcourse, in other embodiments, these values can be varied to accommodatedesirable modifications to the wheelbase length, the length of theforward and/or rearward part of the frame or to the size and/orextension of the bed. Moreover, it may be understood that as the overalllength is adjusted in different embodiments, the values of frontoverhang length 310, wheelbase length 312, and rear overhang length 314may be varied accordingly.

Referring to FIGS. 2 and 4, the height of bed 112 may vary according toits operating position. For example, in a fully lowered state, anupward-most location of bed 112 has a lowered bed height 330 as measuredfrom the ground. In one embodiment, lowered bed height 330 has a valuethat is approximately equal to the overall height 300 of vehicle 100(i.e., approximately 2,200 mm). In a fully raised state, an upward-mostlocation of bed 112 has raised bed height 332 as measured from theground. In one embodiment, raised bed height 332 has a value ofapproximately 5,389 mm. Moreover, in some cases, raised bed height 332corresponds to a position of bed 112 in which bed 112 forms an angle 339with a horizontal plane of vehicle 100. In some cases, angle 339 has avalue of approximately 70 degrees.

As shown in FIGS. 2 and 4, vehicle 100 may have a clearance height 335that is defined as the vertical distance between the bottom of thewheels and the underside of frame 101. In some cases, clearance height335 may also correspond with the height of the lowest portion of bed112, as seen in FIG. 4. In one embodiment, clearance height 335 has avalue of approximately 323 mm (or 12.7 inches). In other embodiments,clearance height 335 could range approximately between 275 mm and 325mm.

FIG. 5 shows a rearward view of vehicle 100. Vehicle 100 has overallwidth 340. In one embodiment, overall width 340 has a value ofapproximately 3,353 mm. In other embodiments, overall width 340 couldhave any value approximately in the range of 3,000 to 4,000 mm.

FIG. 6 is a schematic view of vehicle 100 in a turning position. Inparticular, a first frame portion 122 is angled with respect to secondframe portion 124 at angle 370. In one embodiment, angle 370 has a valueof approximately 45 degrees. In other embodiments, angle 370 could haveany value approximately in the range between 35 and 55 degrees. Inaddition, the inner turning path has radius 372. The outer turning pathhas radius 374. In one embodiment, radius 372 has a value ofapproximately 4,363 mm. Also, in one embodiment, radius 374 has a valueof approximately 9,065 mm. Of course, any of angle 370, radius 372,and/or radius 374 could be varied in other embodiments as the lengthand/or width of the vehicle are varied, and/or as other features aremodified (such as the mechanical linkage between first frame portion 122and second frame portion 124).

The design of vehicle 100 may facilitate improved visibility over otherhaul trucks. Referring to FIG. 4, cab 116 is positioned very close tothe forwardmost edge 319 of vehicle 100. This means that an occupant incab 116 has almost no limit in their visibility from the forward window123 of cab 116 (see FIG. 1). This improved line of sight may help thedriver to better see a battery assembly on the ground when a batteryswap is required.

Vehicle 100 may be characterized by a footprint as well as an envelope,which are two-dimensional and three-dimensional representations of thevehicle's form factor. As used herein, the term “vehicle footprint area”is equal to the product of the overall length and the overall width of avehicle. In addition, the term “vehicle envelope volume” is equal to theproduct of the vehicle footprint area and the overall height of thevehicle.

As seen in FIG. 7, vehicle 100 has vehicle footprint area 500. Vehicle100 also has vehicle envelope volume 502. In one embodiment, vehiclefootprint area 500 has a value of approximately 34 m². Similarly,vehicle envelope volume 502 has a value of approximately 75 m³. Ofcourse, in other embodiments, both the footprint area and the envelopevolume may be varied by changing one or more of the overall length,overall width, or overall height of vehicle 100. In some otherembodiments, the vehicle footprint area may have any value approximatelyin the range of 32 to 36 m². Also, the vehicle envelope volume may haveany value approximately in the range of 70 to 80 m³.

For reference, vehicle 100 may be characterized as having an exteriorsurface. The exterior surface includes a front exterior surface 610 anda side exterior surface 612.

As seen in FIG. 7, battery assembly 104 is disposed in a front corner ofvehicle 100. Specifically, an outer cage 601 (i.e., housing) of batteryassembly 104 is disposed on first front corner 602, which is oppositesecond front corner 604 where cab 116 is disposed. Moreover, withbattery assembly 104 mounted to vehicle 100, battery assembly 104 formsparts of both the forward surface 610 of vehicle 100 as well as a firstside surface 612 (i.e., a surface opposite of a second side surface 614adjacent cab 116). Specifically, forward wall 620 of cage 601 forms partof front exterior surface 610 and first sidewall 622 of cage 601 formspart of side exterior surface 614.

In addition, battery assembly 104 forms part of a top exterior surface616 of vehicle 100. Specifically, a top portion or wall 624 of cage 601forms part of top exterior surface 616. Still further, in some cases, abottom portion or wall 626 of cage 601 forms a part of a bottom exteriorsurface of vehicle 100 (not visible in FIG. 7).

When battery assembly 104 is dismounted, a large space 630 or gap may beformed along forward surface 610 of vehicle 100 adjacent to cab 116, asseen in FIG. 8. Moreover, the front end of vehicle 100 may have anL-like geometry with cab 116 now extending forward in isolation from therest of the vehicle chassis. Thus, when a battery assembly is removedfrom vehicle 100, the geometry of its exterior surface changes since thewalls of the battery assembly form a part of the vehicle's exteriorsurface when mounted.

By placing the primary battery assembly on the exterior of vehicle 100,it may be easier to mount and dismount the battery compared to electricvehicles with internally located batteries. Moreover, the battery cagecan simultaneously provide structural support for containing the batterypacks as well as provide structural support on an exterior of thevehicle.

For purposes of putting vehicle 100's form factor, weight and othercharacteristics in context, several benchmark vehicles are considered.These include an above ground truck with a relatively higher capacity(39 metric tons) and an underground truck with a relatively lowercapacity (30 metric tons).

FIGS. 9-11 illustrate each of vehicle 100 (FIG. 9), vehicle 700 (FIG.10) and vehicle 800 (FIG. 11) and their corresponding haul weights. Inaddition, a table in FIG. 12 illustrates the various dimensions of thesevehicles. As seen by comparing vehicle 100 with benchmark vehicle 700and benchmark vehicle 800 in FIGS. 9-12, vehicle 100 has a comparablesize and haul capacity to these two diesel vehicles. That is, althoughvehicle 100 is a zero emissions electric truck, it is still able toachieve hauling capabilities of similarly sized diesel vehicles.

Benchmark vehicle 700 is intended to represent a mining vehicle that iscapable of moving underground. As indicated in the table of FIG. 12,benchmark vehicle 700 may have a similar overall form factor to vehicle100. Specifically, as indicated in FIG. 12, benchmark vehicle 700 mayhave a length of 10,118 mm, a width of 2,690 mm and a height of 2,547mm. This relatively small form factor, especially the overall height,allows benchmark vehicle 700 to haul loads through a mining tunnel. Anexample of a mining vehicle with similar specifications to benchmarkvehicle 700 is Caterpillar AD30 underground mining truck.

Benchmark vehicle 800 is intended to represent a mining vehicle with asimilar hauling capacity to vehicle 100. In particular, benchmarkvehicle 800 has a hauling capacity of 39 metric tons. An example of amining vehicle with similar specifications to benchmark vehicle 800 isthe Volve A40G articulated haul truck.

As indicated in the table of FIG. 12, benchmark vehicle 800 may have aslightly larger form factor than vehicle 100. Specifically, as indicatedin FIG. 12, benchmark vehicle 800 may have a length of 11,263 mm, awidth of 3,403 mm and a height of 3,132 mm.

For purposes of understanding the power-to-weight ratio of vehicle 100,comparisons of weight and power are made in FIGS. 13-14. FIG. 13 is aschematic view of a chart indicating the weights of three haul trucks.For reference, the haul weight for each vehicle is shown next to theunloaded operating weight. Here, the haul weight is equivalent to thehaul capacity, when the haul capacity is measured by weight (rather thanvolume). As seen in FIG. 13, benchmark vehicle 700 has an unloadedweight of approximately 28.9 metric tons. Benchmark vehicle 700 has ahaul weight of approximately 30 metric tons. Benchmark vehicle 800 hasan unloaded weight of approximately 29.8 metric tons. Benchmark vehicle800 has a haul weight of approximately 39 metric tons.

As seen in FIG. 13, vehicle 100 has an unloaded weight of approximately45.4 metric tons. Vehicle 100 has a haul weight of approximately 40metric tons. Thus, vehicle 100 is seen to be substantially heavier thanboth benchmark vehicle 700 and benchmark vehicle 800.

As the weight of a vehicle is increased handling may suffer if power isnot increased. In the exemplary embodiment, the increased weight ofvehicle 100 over benchmark vehicles, is accompanied by an increase inoverall power.

FIG. 14 is a schematic chart illustrating the power produced by variousvehicles. As previously discussed, one embodiment of vehicle 100includes a set of electric motors that operates at a continuous powerapproximately in the range of 400 to 500 kilowatts. In some cases,vehicle 100 may operate at a peak power approximately in the range of500 to 600 kilowatts. In contrast, a benchmark vehicle 700 with ahauling capacity of 30 metric tons may only operate with a peak power of305 kilowatts. In addition, benchmark vehicle 800 with a haulingcapacity of 39 metric tons may only operate with a peak power of 350kilowatts.

FIG. 15 is a schematic view of a chart illustrating the power-to-weightratio of several vehicles. As seen in FIG. 15, vehicle 100 has apower-to-weight ratio of about 0.012 kilograms per meters-cubed. Vehicle700 has a power-to-weight ratio of about 0.010 kilograms permeters-cubed. Vehicle 800 has a power-to-weight ratio of about 0.012kilograms per meters-cubed. Thus, it may be seen that these vehicleshave approximately similar vehicle-to-weight ratios. Despite beingsignificantly heavier than the other benchmark vehicles, vehicle 100 mayhave a similar driving performance as indicated by the comparablepower-to-weight ratios.

Battery Swapping Process

It is desirable to have a system that can efficiently swap outdischarged batteries with fully charged batteries so that vehicles arenot idle for long periods as they wait for recharging.

Some systems for swapping batteries in an electric vehicle may requiresubstantial infrastructure. Because batteries for electric vehicles tendto be large and heavy, systems for swapping batteries might includecranes, forklifts, loading ramps, palettes or other components forlifting, lowering and transporting batteries to and from the vehicle.Because space is highly confined in a mine (e.g., in underground shafts)it is desirable to have a battery swapping system that limits the amountof infrastructure required.

Some embodiments may utilize a so-called “zero-infrastructure” batteryswap system. For such a zero-infrastructure system all that is needed is“space and dirt” to unload discharged batteries and reload fully chargedbatteries.

In some embodiments, vehicle 100 is configured with all the provisionsnecessary to dismount discharged batteries and mount fully chargedbatteries on the ground of a mine. Such provisions can include themounting and dismounting system 250 for primary batter assembly 104.These provisions can also include a separate “tramming” battery (i.e.,auxiliary battery pack 105) used to power vehicle 100 when primarybattery assembly 104 has been dismounted.

FIGS. 16-27 illustrate schematic views of a process of swapping abattery assembly with discharged battery packs for another batteryassembly with charged battery packs in a mining vehicle.

As seen in FIG. 16, vehicle 100 is traveling in a region of a mine. Forpurposes of illustration, a display screen 2000 is shown, which may begive information regarding the operating state of vehicle 100. It may beappreciated that while some embodiments of vehicle 100 may provide adisplay, other embodiments may not include a display. Still otherembodiments may include a display that shows different kinds ofinformation. Moreover, still other embodiments could utilize any otherkind of indicators (lights, sounds, etc.) for providing an operator withinformation about the operating state of vehicle 100.

Display screen 2000 includes a battery charge section 2002. Batterycharge section 2002 may include a first charging indicator 2004 thatindicates the charge level for the battery packs comprising primarybattery assembly 104. Battery charge section 2002 may also include asecond charging indicator 2006 that indicates the charge level forauxiliary battery pack 105.

Display screen 2000 may also include a power flow section 2010. Powerflow section 2010 may provide a schematic representation of the vehicle100 and some components associated with the propulsion system. Powerflow section 2010 may include schematic representations of first batterypack 200, second battery pack 202 and auxiliary battery pack 105.Moreover, power flow section 2010 can include schematic power flow lines2020 that indicate which battery packs are currently powering thevehicle. For purposes of illustration, power flow lines 2020 are shownas flowing to each of the four wheels of vehicle 100. It may beappreciated, however, that the flow of power actually passes from one ormore battery packs to each of four electric motors (i.e., set of motors188 shown in FIG. 3). Each motor then drives a corresponding wheel.

As seen in FIG. 16, first charging indicator 2004 indicates that thebattery packs of primary battery assembly 104 have a low charge. Toremedy this, the operator of vehicle 100 is moving vehicle 100 towardsan open area where a fully charged battery assembly 2040 (i.e., anassembly with fully charged battery packs) is disposed. Before mountinga new battery assembly, however, vehicle 100 travels to a location 2032that is adjacent to charged battery assembly 2040. At location 2032,vehicle 100 can automatically dismount discharged battery assembly 104.

FIG. 17 illustrates a schematic view of vehicle 100 approaching apredetermined location 2032 for dismounting, or “dropping off”, primarybattery assembly 104. For reference, a schematic line indicates theapproximate stopping point 2034 where vehicle 100 should be positioned(e.g., the forward-most end of vehicle 100) to ensure primary batteryassembly 104 is dismounted in the desired location. In some cases, suchas a completely open area with no infrastructure, it may not benecessary to identify a precise location for vehicle 100 to bepositioned before dismounting primary battery assembly 104. However, insome other embodiments where a battery assembly may be dropped off ontoa palette, or other localized structure (e.g., part of a charging bay orstation), it may be necessary to position vehicle 100 at a preciselocation (and in a precise direction) before dismounting a batteryassembly.

In FIG. 18, vehicle 100 is seen to be positioned at stopping point 2034and so that primary battery assembly 104 can be dismounted. Prior todismounting the battery, one or more physical connections betweenprimary battery assembly 104 and other components of vehicle 100 may bedisconnected. As an example, FIG. 18 includes a schematic enlarged viewof a single electrical cable 2050 being disconnected from battery pack200 of battery assembly 104. Likewise, electrical cable 2052 is shownbeing disconnected from battery pack 202.

In an exemplary embodiment, each battery pack of primary batteryassembly 104 may be disconnected from one or more electrical circuits ofvehicle 100. Such electrical circuits can be circuits that direct powerbetween one or more batteries and one or more motors. In one embodiment,each battery pack is connected by at least one cable to one or moreelectrical circuits. Thus, electrically disconnecting each battery packrequires disconnecting one or more cables.

In an exemplary embodiment, each battery pack may also be connected totubes that run fluids between the batteries and vehicle 100. Forexample, some embodiments may run oils for cooling through thebatteries. In such embodiments, the tubes connecting to one or morefluid ports on the battery packs should also be disconnected prior todismounting a battery assembly. Alternatively, in other embodiments,tubes used for fluid cooling may only be attached when the battery packsare dismounted (e.g., they may be cooled during charging).

In different embodiments, disconnecting cables and/or tubes could bedone manually or automatically. In some embodiments, prior todismounting a primary battery assembly, a vehicle operator may exit thecab and walk over to the other side of the vehicle with the primarybattery assembly. The operator may then manually disconnect electricalcables as well as fluid tubes. Alternatively, it may be understood thatin some other embodiments electrical connections (and/or fluidconnections) could be automatically disconnected.

Once the necessary disconnections have been made between batteryassembly 104 and vehicle 100, battery assembly 104 can be dismounted.FIGS. 19-20 illustrate successive stages in dismounting primary batteryassembly 104 using mounting and dismounting system 250. In particular,battery assembly 104 is seen in a partially lowered position 2070 inFIG. 19. Also, battery assembly 104 is seen in a fully lowered position2062 in FIG. 20.

As seen in FIGS. 19-20, battery assembly 104 is lowered using a linkageassembly of mounting and dismounting system 250. The specific design ofthe linkage assemblies that may be used are discussed in further detailbelow and shown, for example, in FIG. 32.

Because battery assembly 104 must be been disconnected from any motorsof vehicle 100 prior to dismounting, mounting and dismounting system 250may require power from auxiliary battery pack 105. That is, anyelectrical power required to operate linkage assembly 252 or othercomponents of mounting and dismounting system 250 may be supplied byauxiliary battery pack 105.

In an alternative embodiment, it is contemplated that electrical cablescould be designed to extend out from vehicle 100 as battery assembly 104is lowered to the ground. In such an embodiment, the electrical cablescould remain attached to the battery packs of primary battery assembly104 as dismounting occurs. Therefore, it is conceivable that power fromfirst battery pack 200 and/or second battery pack 202 could be used topower mounting and dismounting system 250.

In some embodiments, after primary battery assembly 104 has been loweredan operator may have the option to plug in one or both battery packs forrecharging. For example, in one embodiment, one or more long chargingcables may be found in the vicinity of location 2032 (see FIG. 18). Thecharging cables could be connected to a power source that is locatedelsewhere in the mine (or even outside of the mine).

In another embodiment, battery swapping may occur adjacent one or morerecharging stations. In such embodiments, a battery may be dismounted ata location directly adjacent to a recharging station.

In still other embodiments, batteries may not be recharged at theswapping site, but may be moved to another location for charging. Forexample, in some embodiments a crew of workers could collect dischargedbatteries throughout the mine and bring them to another location within(or outside) the mine where charging provisions are provided. This samecrew could then deliver recently charged batteries to locationsthroughout the mine where it is anticipated that haul trucks or otherelectric mining vehicles may be operating.

In FIG. 21, vehicle 100 is shown reversing away from battery assembly104. As discussed in further detail below, mounting and dismountingsystem 250 may be configured to automatically disconnect from batteryassembly 104 once battery assembly 104 is moved to the lowest position.In particular, it is unnecessary for an operator to manually detachbattery assembly 104 from mounting and dismounting system 250. This mayhelp save time during the swapping process by reducing the number oftimes an operator has to get in and out of the cab throughout theprocess.

In FIG. 22, vehicle 100 is shown moving from a first location 2032adjacent discharged battery assembly 104 to a second location 2033adjacent fully charged battery assembly 2040. As vehicle 100 travelsbetween the first and second locations, display screen 2000 indicatesthat vehicle 100 is being powered by auxiliary battery pack 105. This isindicated by the lower charge level shown on second charging indicator2006 (compared with the charge level shown in FIG. 16). In addition,power flow section 2010 explicitly shows that power is flowing fromauxiliary battery pack 105 to the wheels (via the electric motorsdisposed adjacent each wheel).

Although the embodiment shown in FIG. 22 depicts power flowing to allfour wheels, in some embodiments auxiliary battery pack 105 may onlyprovide power to some of the wheels. In one embodiment, auxiliarybattery pack 105 may provide power only to the front wheels. In anotherembodiment, auxiliary battery pack 105 may provide power only to therear wheels. Thus, in some cases, while swapping batteries vehicle 100may operate with either front wheel drive or in rear wheel drive.

FIG. 23 shows a schematic view of vehicle 100 approaching fully chargedbattery assembly 2040. In some embodiments, vehicle 100 may includeprovisions for helping align vehicle 100 and battery assembly 2040. Inone embodiment, vehicle 100 could include one or more cameras disposedon or near mounting and dismounting system 250. As vehicle 100approaches, an operator may watch a display of the video feed to helpalign mounting and dismounting system 250 with battery assembly 2040.

Referring to FIG. 23, a schematic view of a second display screen 2100is shown. Display screen 2100 may display the view from a mountingcamera that may be disposed, for example, on a portion of mounting anddismounting system 250.

Some embodiments could incorporate indicia or other visual indicators ona battery assembly. These indicia may be seen on the video feed to helpan operator determine when the vehicle is properly aligned. In theembodiment of FIG. 23, a rear side of battery assembly 2040 may beconfigured with a first physical indicia 2105 and a second physicalindicia 2107 at the top and bottom, respectively, of battery assembly2040. A set of virtual indicia, including a first virtual indicia 2110and a second virtual indicia 2111 are superimposed over the video imageof battery assembly 2040. As the driver gets closer to battery assembly2040 they may attempt to steer vehicle 100 so that virtual indicia 2110and virtual indicia 2111 are aligned over physical indicia 2105 andindicia 2107, respectively. This may help a driver to accurately aligncomponents of mounting and dismounting system 250 with correspondingfeatures (such as bars that can be grasped) of battery assembly 2040.

FIG. 24 shows a schematic view of vehicle 100 stopped at second location2033 where charged battery assembly 2040 is disposed. Vehicle 100 ispositioned so that mounting and dismounting system 250 is in contactwith charged battery assembly 2040.

FIG. 25 illustrates a schematic view of vehicle 100 as charged batteryassembly 2040 is raised off the ground by mounting and dismountingsystem 250. Finally, as seen in FIG. 26, battery assembly 2040 is raisedto a final mounted position. At this point an operator may reconnect theelectrical cables and/or other physical connections with the batterypacks of battery assembly 2040. As seen in FIG. 26, cable 2050 and cable2052 are manually reconnected with a battery pack 2060 and a batterypack 2062 of battery assembly 2040, respectively.

In an alternative embodiment, it is contemplated that electric cablescould be designed to extend out from vehicle 100 while battery assembly2040 is disposed on the ground. In such an embodiment, the electricalcables could be attached the battery packs of battery assembly 2040prior to mounting battery assembly 2040 on vehicle 100. Therefore, it isconceivable that power from battery pack 2060 and battery pack 2062could be used to power mounting and dismounting system 250.

FIG. 27 shows a schematic view of vehicle 100 driving away (reversing)from second location 2033 with a fully charged primary battery assembly.As seen in power flow section 2010 of display screen 2000, battery pack2060 and battery pack 2062 of primary battery assembly 2040 are poweringthe motion of vehicle 100 and the auxiliary battery pack is no longer inuse.

Vehicle 100 may now return to hauling material in (or outside of) themine for as long as the current primary battery assembly remainscharged. Once the current battery assembly is fully (or near fully)discharged, vehicle 100 may repeat this same process of swapping adischarged battery with a fully charged battery.

FIG. 28 is a flow chart illustrating a process for battery swappingaccording to the steps described above. It may be appreciated that insome embodiments, some of these steps may be optional. In otherembodiments, additional steps may be included.

During a first step 2300, a vehicle with one or more replaceable batterypacks comprising a first battery assembly may move to a first location.In some cases, the first location may be adjacent to a second locationwhere a second battery assembly including one or more charged batterypacks has been placed.

In a second step 2302, one or more battery packs of the first batteryassembly can be disconnected from the vehicle. This may includedisconnecting power cables. In some cases, the power cables may bemanually disconnected. In other cases, the power cables could beautomatically disconnected.

In a third step 2304, the first battery assembly can be dismounted fromthe vehicle using an onboard mounting and dismounting system. In somecases, this may include a hydraulically actuated linkage assembly aswell as one or more latches. In particular, in some cases, latches thatare holding the first battery assembly in place against the vehicle mayrelease and a linkage assembly can be used to lower the first batteryassembly to the ground. In some cases, the linkage system isautomatically disconnected from the first battery assembly as thebattery assembly is placed on the ground.

In a fourth step 2306, the vehicle may move away from the first batteryassembly and travel to the second location where the second batteryassembly is located. During this time, the vehicle may operate usingpower from an auxiliary battery that is onboard the vehicle at alltimes.

In a fifth step 2308, the vehicle may approach the second batteryassembly and make contact between the second battery assembly and themounting and dismounting system. In some cases, a video feed may be usedto help properly align the mounting and dismounting system with thesecond battery assembly. In some cases, the battery assembly could beprovided with indicia to facilitate alignment. In other cases, the videofeed may project one or more indicia to be aligned with parts of thebattery assembly (possibly other physical indicia on the battery).

In a sixth step 2310, the mounting and dismounting system may be used tolift the second battery assembly up and lock it into place on thevehicle. In some cases, as the second battery assembly is lifted to ahighest position, one or more portions of the battery assembly may begrasped by one or more latches of the mounting and dismounting system tolock the battery assembly into place.

In a seventh step 2312, once the second battery assembly has beenmounted to the vehicle, any power cables can be reconnected with thebattery packs of the second battery assembly. At this point, the vehiclemay be powered by the secondary battery assembly rather than theauxiliary battery.

In some embodiments, battery swapping can occur at one or more fixedlocations (e.g., locations in a mine). In such cases, an operator mayhave a map or list of these locations and when the primary batteryassembly needs to be swapped the operator may drive the vehicle to theclosest known swapping location. In other embodiments, battery swappinglocations could change, especially as the mining operation evolves withvehicles located primarily in some regions of the mine but not others.In still other embodiments, battery swapping could occur on demand. Thatis, when the operator realizes the battery assembly has a low charge, heor she may call a dispatcher to request that a fully charged batteryassembly be delivered to a nearby location.

The present embodiments depict battery swapping with an unloadedvehicle. It may be appreciated, however, that this same battery swappingprocess could happen while the bed of the truck is loaded with material.

Embodiments may include provisions for recharging an auxiliary batterypack. In some embodiments, an auxiliary battery pack may be charged byway of an onboard converter that is connected to one or more modules ofthe primary battery assembly. In one embodiment, an onboard 600V to 300VDC/DC converter may be used. In other embodiments, an auxiliary batterypack could be recharged by an external source. In such cases, theauxiliary battery pack could be recharged at the end of the day (orother operating cycle of the truck).

Battery Mounting and Dismounting

FIGS. 29-31 illustrate schematic views of an exemplary battery assembly3000. Battery assembly 3000 may share some provisions with batteryassembly 104 (and battery assembly 2040). However, it may be appreciatedthat in different embodiments, some of the following features of abattery assembly could be optional.

Referring to FIG. 29-30, battery assembly 3000 is comprised of a batterycage 3002, a first battery pack 3004 and a second battery pack 3006.Each battery pack may further one or more battery cells.

Battery cage 3002 may serve to retain and protect first battery pack3004 and second battery pack 3006. To this end, battery cage 3002 may besized and dimensioned to receive each of first battery pack 3004 andsecond battery pack 3006. In the embodiments shown in FIGS. 29-30,battery cage 3002 is configured as a relatively thin outer casing withan interior cavity that can hold two battery packs in a stackedconfiguration. In particular, battery cage 3002 has a horizontalfootprint that is slightly larger than the horizontal footprint of eachbattery pack. Battery cage 3002 also has a vertical height that isslightly larger than the combined heights of first battery pack 3004 andsecond battery pack 3006.

As seen in FIG. 30, battery cage 3002 is configured as two separateparts that can be separated, including an upper cage portion 3010 and alower cage portion 3012. Upper cage portion 3010 is sized anddimensioned to receive first battery pack 3004. Lower cage portion 3012is sized and dimensioned to receive second battery pack 3006. Upper cageportion 3010 and lower cage portion 3012 can be attached using any kindsof fasteners known in the art.

Battery cage 3002 may include provisions to facilitate mounting anddismounting. Some embodiments can include one or more horizontal barsthat are configured to facilitate mounting. Some embodiments can includeone or more vertical bars that are configured to facilitate mounting.Some embodiments can include a combination of horizontal and verticalbars to facilitate mounting.

As seen in FIGS. 29-31, battery cage 3002 includes a set of horizontalmounting bars, including an upper horizontal mounting bar 3022 and alower horizontal mounting bar 3024.

Each horizontal mounting bar is projected slightly rearwards fromrearward side 3015 of battery cage 3002. Furthermore, the horizontalmounting bars are retained by two sets of vertically oriented brackets3030. These vertically oriented brackets 3030 are located at opposingends of the horizontal mounting bars. Each pair of brackets may bespaced apart by a fixed distance. As an example, first verticallyoriented bracket 3031 and second vertically oriented bracket 3032 arespaced apart by a distance 3040 (see FIG. 31). This configurationdivides each horizontal bar into separate sections that could be graspedby a mounting and dismounting system. Specifically, upper horizontalmounting bar 3022 is divided into a first end segment 3050, anintermediate segment 3052 and a second end segment 3054. Likewise, lowerhorizontal mounting bar 3024 is divided into a first end segment 3060,an intermediate segment 3062 and a second end segment 3064.

Some embodiments can include one or more vertical bars. As seen in FIGS.29-31, battery cage 3002 includes a set of vertical mounting bars. Inparticular, battery cage 3002 comprises first vertical mounting bar 3072and second vertical mounting bar 3074.

Each vertical mounting bar extends from a lower side of lower cageportion 3012 to a lower side of upper cage portion 3010. Moreover, thevertical mounting bars are disposed at opposing rearward corners ofbattery cage 3002. Thus, in some cases, each vertical mounting bar mayalso be configured to provide some strength to battery cage 3002 undervertically applied loads. In some cases, similar vertically orientedbars may also be located at one or both of the front corners of batterycage 3002 to help with structural support.

It may be appreciated that both horizontal bars and vertical bars canfacilitate mounting in at least three ways. First, either type of barcan be grasped by components of a mounting and dismounting system tohelp raise and/or lower the battery assembly. Second, either type of barcan facilitate horizontal and/or vertical alignment by interacting witha corresponding component on a mounting and dismounting system (e.g., av-shaped block that may help to automatically align the battery cage inthe horizontal and/or vertical directions). Third, either type of barcan be locked in place, for example using one or more latches or otherlocking mechanisms. It may be appreciated though that in differentembodiments horizontal and vertical bars could be used to achievedifferent functions (e.g., horizontal bars for lifting, alignment andlatching and vertical bars for alignment and latching but not lifting).

In the present embodiment shown in FIGS. 29-31, set of horizontalmounting bars 3020 may function as contact points for lifting/loweringbattery cage 3002, for aligning battery cage 3002 and for lockingbattery cage 3002 in place (e.g., using latches that grasp the bars). Incontrast, set of vertical mounting bars 3070 may not be used as contactpoints during lifting/lowering battery cage 3002, but may be used tofacilitate alignment and/or locking battery cage 3002 in place (e.g.,using latches that grasp the bars).

Battery cage 3002 may primarily be closed on the front, top, bottom andside surfaces. However, battery cage 3002 may be partially open onrearward side 3015 (as well as parts of the side surfaces) so thatconnecting ports or other provisions of the battery packs can beexposed.

Some embodiments can include provisions to facilitate sliding a batteryon an uneven ground surface. As best seen in FIG. 31, battery cage 3002may have a bottom surface 3005 with rounded corners 3007 to facilitatesliding.

Battery cage 3002 is designed to retain and protect first battery pack3004 and second battery pack 3006. To do this, battery cage 3002 isconstructed to have sufficient strength while being secured to a haultruck primarily along attachment points on rearward side 3015.

In different embodiments, materials for battery cage 3002 could vary. Insome embodiments, battery cage 3002 is constructed of a materialincluding a metal or metal alloy. In some embodiments, battery cage 3002is constructed of a similar material to the material used in the chassis(e.g., frame 101) of vehicle 100.

Each battery pack may be configured with one or more ports for receivingelectrical cables. As seen in FIG. 31, first battery pack 3004 includesa port 3090 for connecting an electric cable. Second battery pack 3006includes a port 3092 for connecting an electric cable. These ports maybe used to connect each battery pack to one or more circuits of avehicle when battery assembly 3000 is mounted to the vehicle. Theseports may also be used to connect each battery pack to a charging sourcewhen the battery assembly has been dismounted from the vehicle. In otherembodiments, however, each battery pack could include two or moreelectrical ports including a port for connecting the battery pack to anelectrical circuit of the vehicle and a separate port for charging thebattery pack.

Each battery pack can also be configured with one or more valves orfluid ports to facilitate the flow of oil or other fluids to cool thebattery packs. In FIG. 31, first battery pack 3004 includes a set offluid ports 3096. Also, second battery pack 3006 includes a set of fluidportions 3098.

FIG. 32 illustrates a schematic view of a portion of vehicle 100 atfront end 90. As seen in FIG. 32, mounting and dismounting system 250 isdisposed at front end 90 adjacent to cab 116. Mounting and dismountingsystem 250 comprises a pair of linkage assemblies 3100. Specifically,mounting and dismounting system 250 includes a first linkage assembly3102 and a second linkage assembly 3104 that is spaced apart from firstlinkage assembly 3102.

Each linkage assembly is actuated by at least one hydraulic cylinder.Specifically, first linkage assembly 3102 is actuated by first hydrauliccylinder 3110. Second linkage assembly 3104 is actuated by secondhydraulic cylinder 3112.

Mounting and dismounting system 250 can also include provisions forlocking a battery assembly into place on vehicle 100. Mounting anddismounting system 250 includes a set of receiving members 3199 that maybe used to secure a battery assembly in place on vehicle 100.

FIG. 33 is an exploded isometric view of first linkage assembly 3102(also referred to simply as linkage assembly 3102), hydraulic cylinder3110 and another structural element 3111. A first end of structuralelement 3111 may be pivotably connected to the cylinder barrel 3114 ofhydraulic cylinder 3110. In some embodiments, a second end of structuralelement 3111 may attached to another portion of vehicle 100. In someembodiments, a second end of structural element 3111 could be fixed toone of the links in linkage assembly 3102.

Linkage assembly 3102 may be a four-bar linkage. That is, linkageassembly 3102 comprises four links connected arranged in a loop andconnected to one another by four revolute joints. More specifically,linkage assembly 3102 may be a planar four-bar linkage as the links areconfined to move in parallel planes.

Linkage assembly 3102 comprises four links including ground link 3121(also referred to as a fixed link or frame), upper grounded link 3122,lower grounded link 3123 and floating link 3124. As seen in FIG. 32,ground link 3121 may be fixed in an approximately vertical position onvehicle 100. Floating link 3124 remains approximately parallel withground link 3121 (i.e., oriented in an approximately verticaldirection). The orientations of upper grounded link 3122 and lowergrounded link 3123 may vary as the linkage is actuated.

Floating link 3124 includes a first hook 3140 and a second hook 3142.First hook 3140 and second hook 3142 extend forwards from floating link3124 such that when disposed on vehicle 100 the hooks may be theforwardmost portions of linkage assembly 3102. First hook 3140 may bedisposed above second hook 3142. That is, first hook 3140 and secondhook 3142 may have different vertical positions. First hook 3140 may bedisposed just below a pivot joint 3147 between upper grounded link 3122and floating link 3124. Likewise, second hook 3142 may be disposed justbelow a pivot join 3149 between lower grounded link 3123 and floatinglink 3124.

Each hook is shaped and designed to receive a corresponding part on abattery cage so that linkage assembly 3102 can engage and lift (orlower) the battery cage along with second linkage assembly 3104. Forexample, first hook 3140 may be sized and shaped to receive a segment ofupper horizontal mounting bar 3022. Second hook 3142 may be sized andshaped to receive a segment of lower horizontal mounting bar 3024.

Linkage assembly 3102 is actuated by a piston rod 3115 of hydrauliccylinder 3110. Specifically, the end of piston rod 3115 may be pivotablycoupled with an end 3129 of upper grounded link 3122. End 3129 may bethe end of upper grounded link 3122 that is connected to ground link3121. Thus, as piston rod 3115 extends from cylinder barrel 3114, end3129 of upper grounded link 3122 is pushed downwardly and acts to tiltupper grounded link 3122 upwardly so that floating link 3124 is raisedupwards. Likewise, as piston rod 3115 contracts within cylinder barrel3114, end 3129 of upper grounded link 3122 is pulled up and acts to tiltupper grounded link 3122 in a downward direction so that floating link3124 is lowered. Because of the configuration of linkage assembly 3102,lower grounded link 3124 moves in a similar manner to upper groundedlink 3122 during actuation even thought it may not be in direct contactwith an actuator (like hydraulic cylinder 3110).

Although the current embodiments incorporate linkage assemblies, it maybe appreciated that in other embodiments other mechanical assembliescould be used to raise and lower battery assemblies. More broadly, abattery mounting and dismounting system may include an actuatableassembly and an actuator for moving the actuatable assembly (e.g., alinkage assembly and a hydraulic cylinder). The system may furtherinclude an engaging component of the actuatable assembly (e.g., afloating link). The engaging component may include at least twovertically spaced hooks for engaging a battery assembly so that as theactuatable assembly is actuated the battery assembly can be raised orlowered.

It may also be appreciated that the term “hook” as used herein is notintended to be limited to a particular size or geometry. As used hereina hook refers to any piece of material (e.g., metal) that is curved orbent for the purpose of holding, catching or otherwise engaging otherelements.

FIGS. 34-38 illustrate schematic views of a range of motion of linkageassembly 3102. For clarity, reference is made to the overall position offloating link 3124 as well as the vertical and horizontal components ofthe overall position. The vertical component of a position may be takenas relative to an element with a fixed vertical position, such asstructural element 3111. Likewise, the horizontal component of aposition may be taken as relative to an element with a fixed horizontalposition, such as ground link 3121.

Initially, as seen in FIG. 34, linkage assembly 3102 is seen to bedisposed in a first position, which corresponds with a first verticalposition and a first horizontal position. In this first positionfloating link 3124 is at its lowest vertical position in its range ofmotion. Also, upper grounded link 3122 and lower grounded link 3123 aretilted downwardly.

FIG. 35 shows linkage assembly 3102 in a second position, whichcorresponds with a second vertical position and a second horizontalposition. In this second position upper grounded link 3122 and lowergrounded link 3123 are both approximately horizontal (and thusapproximately perpendicular to floating link 3124). As seen bycomparison with FIG. 34, floating link 3124 has moved upwards. Floatinglink 3124 has also achieved some small motion forward (e.g., away fromground link 3121). This initial sweep forward of floating link 3124 mayhelp ensure proper engagement with a battery assembly, as discussed infurther detail below.

FIG. 36 shows linkage assembly 3102 in a third position, whichcorresponds with a third vertical position and a third horizontalposition. In this third position upper grounded link 3122 and lowergrounded link 3123 are both tilted upwards so that floating link 3124 israised up. By comparison with the second position in FIG. 35, floatinglink 3124 has risen primarily in the vertical direction with relativelyless motion in the horizontal direction. This helps ensure that theenergy used to get a battery assembly up onto a vehicle is primarilyused for vertical lifting, rather than wasting energy in also moving thebattery assembly through a wide range of horizontal motion as it islifted off the ground.

FIG. 37 shows linkage assembly 3102 in a fourth position, whichcorresponds with a fourth vertical position and a fourth horizontalposition. In this fourth position upper grounded link 3122 and lowergrounded link 3123 are more severely tilted up compared to theirorientations in the third position shown in FIG. 36. In going from thethird position to this fourth position, floating link 3124 has begunreversing its horizontal motion so that it is now traveling back towardsground link 3121 (and also vehicle 100). Moreover, its rate of verticalmotion between the third and fourth positions is less than its rate ofhorizontal motion.

FIG. 38 shows linkage assembly 3102 in a fifth and final position, whichcorresponds with a fifth vertical position and a fifth horizontalposition. In this fifth position upper grounded link 3122 and lowergrounded link 3123 are almost vertical in their orientation. Also,floating link 3124 is disposed directly adjacent to (and possibly incontact with) ground link 3121. Between the fourth position of FIG. 37and this fifth position almost all of the motion of floating link 3124is directed in the horizontal direction with minimal vertical motion.This helps ensure that a battery assembly has sufficient horizontalmomentum for contacting and being engaged by a locking mechanism (suchas latches).

It may be appreciated that while the above discussion is directed tofirst linkage assembly 3102, similar provisions apply to second linkageassembly 3104. Moreover, first linkage assembly 3102 and second linkageassembly 3104 are configured to act in parallel with one another,undergoing substantially identical motions and sharing the load as abattery assembly is lifted or lowered from a vehicle.

FIG. 39 is a schematic view of a front end 90 of vehicle 100 and adismounted battery assembly 3000. As indicated schematically in FIG. 39,each hook of mounting and dismounting system 250 may be correspond toone of the horizontal mounting bars of battery cage 3002. That is, eachhook may be configured to grasp one of these two bars.

First hook 3140 of first linkage assembly 3102 is positioned to engageupper horizontal mounting bar 3022. Likewise, a first hook 3180 ofsecond linkage assembly 3104 is also positioned to engage upperhorizontal mounting bar 3022. Second hook 3142 of first linkage assembly3102 is positioned to engage lower horizontal mounting bar 3022.Likewise, a second hook 3182 of second linkage assembly 3104 is alsopositioned to engage lower horizontal mounting bar 3024. Thisconfiguration provides for four points of engagement between mountingand dismounting system 250 and battery assembly 3000.

Generally, each hook can grab any segment of a corresponding horizontalbar. In some embodiments it may be desirable for hooks to grasp anintermediate segment of a bar, such as intermediate segment 3052 ofupper horizontal mounting bar 3022 and intermediate segment 3062 oflower horizontal mounting bar 3024 (see FIG. 31). In other embodiments,it may be desirable for hooks to grasp end segments of a bar. Thisincludes first end segment 3050 and second end segment 3054 of upperhorizontal mounting bar 3022. This also includes first end segment 3060and second end segment 3064 of lower horizontal mounting bar 3024.

FIGS. 40-45 illustrate schematic views of a process of mounting abattery assembly. For clarity, only first linkage assembly 3102 is shownin FIGS. 40-45, however it may be appreciated that second linkageassembly 3104 may operate in a substantially identical manner along withfirst linkage assembly 3102. Moreover, portions of battery assembly 3000are shown in phantom so that a section of upper horizontal mounting bar3022 and lower horizontal mounting bar 3024 are visible during thisprocess.

Initially, as shown in FIG. 40, battery assembly 3000 is disposed on aground surface 3200. As vehicle 100 approaches battery assembly 3000 (asshown, for example, in FIG. 23), linkage assembly 3102 may be in alowered position. Specifically, linkage assembly 3102 may be lowered toa position where first hook 3140 is sufficiently lower than upperhorizontal mounting bar 3022 and so that second hook 3142 issufficiently lower than lower horizontal mounting bar 3024. This ensuresthat first hook 3140 and second hook 3142 may be moved into positionjust beneath the mounting bars as the hooks make contact with rearwardside 3015 of battery cage 3002 (as shown in FIG. 41).

Once first hook 3140 and second hook 3142 are in contact with batterycage 3002, hydraulic cylinder 3110 may actuate linkage assembly 3102, asshown in FIG. 42. As discussed above, when starting from a lowestposition linkage assembly 3102 moves so that floating link 3124 is movedslightly forwards in a horizontal direction as it simultaneously beginsto move up. This slight forward horizontal motion may have the effect ofpressing first hook 3140 and second hook 3142 further into battery cage3002. In some cases, the force may be such that battery cage 3002 (oralternatively, vehicle 100) are displaced slightly in the horizontaldirection, or titled slightly (as seen in FIG. 42). However, thisforward motion is intentional to ensure that first hook 3140 and secondhook 3142 completely engage upper horizontal mounting bar 3022 and lowerhorizontal mounting bar 3024.

With the system properly engaged with the mounting bars linkage as shownin FIG. 42, linkage assembly 3102 may continue to move with floatinglink 3124 moving primarily in the vertical direction, as seen in FIG.43. As floating link 3124 moves further up battery assembly 3000 islifted off ground surface 3200.

Eventually, as shown in FIGS. 44-45, the motion of linkage assembly 3102is such that battery assembly 3000 is translated in a primarily rearwarddirection. This helps ensure battery assembly 3000 has sufficientrearward momentum to be engaged and locked into place by a lockingmechanism (e.g., latches).

It may be appreciated that the use of hooks at different verticalpositions of floating link 3120 help ensure stability and proper loadingof battery assembly 3000. Specifically, the use of both an upper set ofhooks (across both linkage assemblies) and a lower set of hooks helpsmaintain battery assembly in a substantially constant orientationthroughout the duration of the lifting process. For example, as shown inFIG. 40, a central vertical axis 3210 of battery cage 3002 isapproximately parallel with floating link 3120 (i.e., a central verticalaxis 3212 of floating link 3120) prior to engagement with battery cage3002. As battery cage 3002 is lifted and moved in both horizontal andvertical directions between its lowest position in FIG. 42 and itshighest position in FIG. 45, battery cage 3002 retains a substantiallyconstant orientation. That is, central vertical axis 3210 remainssubstantially parallel with floating link 3120. Another way of sayingthis is that throughout the lifting process battery cage 3002 is nevertilted or tipped. This helps ensure no unwanted rocking of batteryassembly 3000 occurs since such rocking could reduce the efficiency ofthe lifting mechanism and also make alignment between battery assembly3000 and any locking mechanisms more difficult.

It may be appreciated that the process described above and illustratedin FIGS. 40-45 may be reversed to lower battery assembly 3000 fromvehicle 100 to ground surface 3200. Once battery assembly 3000 has beenlowered to ground surface 3200, linkage assembly 3102 may be lowereduntil first hook 3140 and second hook 3142 are low enough to disengagewith upper horizontal mounting bar 3022 and lower horizontal mountingbar 3024. Once the hooks are disengaged vehicle 100 can reverse awayfrom battery assembly 3000 to move to a location where another batteryassembly can be mounted (for example, as shown in FIG. 21).

FIGS. 46-48 illustrate a schematic view of an alternative embodiment ofa system for raising and lowering batteries. In FIG. 46, a battery 3300is initially disposed on a raised platform 3302. A linkage assembly 3304connects a top central part of battery 3300 to raised platform 3302. Aslinkage assembly 3304 is rotated and extended, battery 3300 is raisedoff platform 3302 and lowered to a position off platform 3302, as shownin FIGS. 47-48. However, as clearly seen in FIG. 47, battery 3300 mayrock or swing as it is lowered due to the act that the battery is onlyengaged at a single vertical position.

In a mining environment the ground surface may not be level. This meansthat as a vehicle attempts to mount or dismount a battery assembly, thepatch of ground where the battery is raised from (or lowered to) may beslightly higher or lower relative to the patch of ground where thevehicle's wheels are located. Some embodiments of a vehicle can includeprovisions to ensure batteries can be mounted or dismounted on unlevelground.

FIG. 49 illustrates a schematic view of a portion of vehicle 100 forpurposes of characterizing a loading envelope of the vehicle's mountingand dismounting system 250. Here, the wheels of vehicle 100 are sittingon a patch of ground 3402. The height of patch of ground 3402 is takento be the ground level 3403 for reference. In an exemplary embodiment,mounting and dismounting system 250 is capable of loading a batteryassembly 3410 off of a raised patch of ground 3404. Patch of ground 3404may be raised from ground level 3403 by a height 3420. Additionally,mounting and dismounting system 250 is capable of loading batteryassembly 3411 from a recessed patch of ground 3406. Patch of ground 3406may be recessed below ground level 3403 by a height 3422. For purposesof illustration, raised patch of ground 3404 and recessed patch ofground 3406 are shown adjacent one another.

The overall vertical distance between recessed patch of ground 3406 andraised patch of ground 3404 is referred to as the “loading envelope” ofmounting and dismounting system 250. This distance is indicated byloading envelope 3424 in FIG. 49, and is equal to the sum of height 3420and height 3422.

The size of loading envelope may be determined by the range of motion ofthe linkage assemblies of mounting and dismounting system 250, as wellas by the relative height of these assemblies from ground level. Thelowest loading position is constrained by how low, relative to groundlevel, the hooks on each linkage assembly can go, since the hooks mustbe lower than the horizontal mounting bars on the battery cage as theyfirst engage the battery cage. In some cases, the highest loadingposition is constrained by the height (relative to ground level) atwhich the linkage assemblies may begin to retreat rearwardly and thuscould fail to engage the horizontal mounting bars.

In different embodiments, the values of the lowest loading position, thehighest loading position and the overall loading envelope could vary. Insome embodiments, the lowest loading position could vary approximatelyin the range between 6 inches to 10 inches below ground level (which isdefined by the height of the ground where the front wheels aredisposed). In one embodiment, the lowest loading position has a value ofapproximately 8 inches below ground level. In some embodiments, thehighest loading position could vary approximately in the range between 2inches and 4 inches above ground level. In one embodiment, the highestloading position has a value of approximately 2.75 inches above groundlevel.

It may be appreciated that in some embodiments a mounting anddismounting system may be sufficiently strong to lift a battery assemblythat weighs 8 to 10 kilograms. Thus, it may be appreciated that thecomponents of each linkage assembly may be designed with this constraintin mind.

Battery Auto-Alignment and Locking System

As previously discussed, once mounting and dismounting system 250 liftsa battery assembly to a desired position on a vehicle, some mechanismcan be used to lock the battery assembly into place on the vehicle.Additionally, in some embodiments, a mounting and dismounting system canalso include provisions that help with alignment of the batteryassembly. Such provisions could include auto-aligning components thatguide the battery assembly into a predetermined position to ensure thebattery assembly can be properly engaged by one or more lockingmechanisms (e.g., latches).

FIG. 50 is a schematic isometric view of a front end of vehicle 100.Referring to FIG. 50, mounting and dismounting system 250 mayincorporate both autonomous alignment features and locking features,which may collectively be referred to as components of an alignment andlocking system.

Vehicle 100 may include a plurality receiving members. A receivingmember can be any component configured to receive and hold a mountingbar or other mounting element of a battery cage. In some embodiments, areceiving member can include an alignment portion for guiding a mountingbar or other element in place. In some embodiments, a receiving membercan also include a locking mechanism for locking a mounting bar or otherelement in place. Alternatively, in other embodiments, a receivingmember may include a locking mechanism but not an alignment portion.

Specifically, in FIG. 50, vehicle 100 includes a first receiving member4011, a second receiving member 4012, a third receiving member 4013, afourth receiving member 4014, a fifth receiving member 4015, a sixthreceiving member 4016, a seventh receiving member 4017 and an eighthreceiving member 4018, which may be collectively referred to asplurality of receiving members 4010. For purposes of illustration, thereceiving members are shown schematically in FIG. 50.

Plurality of receiving members 4010 may be divided into a set ofreceiving members that are configured to engage horizontal mounting barson a battery assembly and another set of receiving members that areconfigured to engage vertical mounting bars on a battery assembly.Specifically, first receiving member 4011, second receiving member 4012,third receiving member 4013 and fourth receiving member 4014collectively comprise a first set of receiving members 4020 that areconfigured to engage horizontal mounting bars. Additionally, fifthreceiving member 4015, sixth receiving member 4016, seventh receivingmember 4017 and eighth receiving member 4018 collectively comprise asecond set of receiving members 4030 that are configured to engagevertical mounting bars.

First set of receiving members 4020 may be disposed on vehicle 100 inbetween first linkage assembly 3102 and second linkage assembly 3104,with respect to a horizontal direction. Moreover, first set of receivingmembers 4020 may be arranged into an upper set of receiving members 4022(including first receiving member 4011 and second receiving member 4012)and a lower set of receiving members 4024 (including third receivingmember 4013 and fourth receiving member 4014). Upper set of receivingmembers 4022 have a common vertical position and may engage upperhorizontal mounting bar 3022 of battery assembly 3000. Lower set ofreceiving members 4024 have a common vertical position that is belowupper set of receiving members 4022. Lower set of receiving members 4024may engage lower horizontal mounting bar 3024 of battery assembly 3000.

First set of receiving members 4020 may all have a common orientation.Specifically, each receiving member is oriented with its lengthwisedirection aligned with the vertical direction. This orientation ensuresthat the opening of each receiving member can be engaged by ahorizontally oriented bar from a battery assembly.

Second set of receiving members 4030 may be disposed on vehicle 100.Specifically, fifth receiving member 4015 and sixth receiving member4016 may be disposed adjacent to first linkage assembly 3102, whileseventh receiving member 4017 and eighth receiving member 4018 may bedisposed adjacent second linkage assembly 3104. However, unlike firstset of receiving members 4020 that are disposed between the linkages andadjacent the inner sides of the linkages, the receiving members ofsecond set of receiving members 4030 are disposed adjacent the outerfacing sides of the linkages.

Second set of receiving members 4030 may all have a common orientation.Specifically, each receiving member is oriented with its lengthwisedirection aligned with the widthwise direction. This orientation ensuresthat the opening of each receiving member can be engaged by a verticallyoriented bar from a battery assembly.

FIGS. 51-52 illustrate schematic views of an exemplary receiving member4400 that may be used with the present system. Specifically, FIG. 51 isa schematic isometric view of receiving member 4400 in an open position,while FIG. 52 is a schematic isometric view of receiving member 4400 ina closed position.

Receiving member 4400 may comprise an outer housing 4402 and an innerlocking member 4404. Inner locking member 4404 is disposed within areceiving cavity 4406 of outer housing 4402. Moreover, inner lockingmember 4404 may be able to pivot within receiving cavity 4406.

Outer housing 4402 includes a base portion 4420 and raised sidewalls4422 that form the boundaries of receiving cavity 4406. Sidewalls 4422may slope towards base portion 4420 such that sidewalls 4422 are highestat the ends of receiving member 4400 and lowest at a center of receivingmember 4400. That is, sidewalls 4422 may include a first notch 4424 onone side of receiving member 4400 and a second notch 4426 on a secondside of receiving member 4400.

Inner locking member 4404 may have an open loop or hook-like shape withan open side 4410. When inner locking member 4404 is rotated so thatopen side 4410 is positioned adjacent first notch 4424 and second notch4426, receiving member 4400 is in an “open” position, as seen in FIG.51. In this open position, a section of a mounting bar can be placedbetween first notch 4424, second notch 4426 and also within openside4410 of inner locking member 4404. Also, in the open position, amounting bar 4450 can be removed from receiving member 4400.

When inner locking member 4404 is rotated so that open side 4410 isdisposed within base portion 4420, receiving member 4400 is in a closedposition, as seen in FIG. 52. In the closed position, a section of amounting bar may be locked between inner locking member 4404 andportions of outer housing 4402. Depending on the tension between themounting bar and the receiving member components, the mounting bar mayor may not be able to slide through the gap formed between inner lockingmember 4404 and base portion 4420 of outer housing 4402.

In some embodiments, receiving member 4400 may be powered by hydraulicpressure. For example, in one embodiment, receiving member 4400 could bea hydraulic latch. In other embodiments, receiving member 4400 could bea spring-loaded receiving member. In still other embodiments, receivingmember 4400 could be actuated using any additional mechanical components(such as a linkage) that can be used to lock an element into place.

In some embodiments, a receiving member could be biased in an openposition. In other embodiments, a receiving member could be biased in aclosed position. In still other embodiments, a receiving member may notbe biased in either the open or closed position.

It may be appreciated that receiving member 4400 is only intended to bean exemplary embodiment of the type of receiving member that could beused with mounting and dismounting system 250. In some embodiments, oneor more of the receiving members in either first set of receivingmembers 4220 and/or second set of receiving members 4230 could beconfigured with similar provisions to receiving member 4400. That is,one or more of the receiving members of the present embodiments couldinclude sidewalls that slope towards a center of the receiving member aswell as an inner locking member that rotates, pivots or otherwiseactuates to open and close around a mounting bar.

FIGS. 53-54 illustrate how first set of receiving members 4020 engagewith upper horizontal mounting bar 3022 and lower horizontal mountingbar 3024 as battery assembly 3000 is raised up and towards first set ofreceiving members 4020. Specifically, as seen in FIG. 53, the linkageassemblies may act to raise battery assembly 3000 up and towards firstset of receiving members 4020. As seen in FIG. 54, as upper horizontalmounting bar 3022 and lower horizontal mounting bar 3024 are placedwithin a pair of corresponding receiving members, the receiving membersare automatically closed to secure battery assembly 3000 in place onvehicle 100. That is, first receiving member 4111 and second receivingmember 4112 engage and close around upper horizontal mounting bar 3022.Specifically, an inner locking member 4080 of first receiving member4111 closes around upper horizontal mounting bar 3022 and an innerlocking member 4082 of third receiving member 4113 closes around lowerhorizontal mounting bar 3024. Also, third receiving member 4113 andfourth receiving member 4114 (not visible in FIGS. 53-54) engage andclose around lower horizontal mounting bar 3024.

FIGS. 55-56 illustrate how second set of receiving members 4030 engagewith upper horizontal mounting bar 3022 and lower horizontal mountingbar 3024 as battery assembly 3000 is pushed horizontally towards secondset of receiving members 4030. In contrast to FIGS. 53-54, which depicta side schematic view of battery assembly 3000 and correspondingreceiving members on vehicle 100, FIGS. 55-56 depict a top down view ofbattery assembly 3000 and corresponding receiving members.

As seen in FIG. 55, the linkage assemblies may act to raise batteryassembly 3000 up and towards second set of receiving members 4030. Asseen in FIG. 56, as first vertical mounting bar 3072 and second verticalmounting bar 3074 are placed within a pair of corresponding receivingmembers, the receiving members are automatically closed to securebattery assembly 3000 in place on vehicle 100. That is, fifth receivingmember 4115 engages and closes around second vertical mounting bar 3074.Also, seventh receiving member 4117 engages and closes around firstvertical mounting bar 3072. Specifically, an inner locking member 4090of fifth receiving member 4115 closes around second vertical mountingbar 3074 and an inner locking member 4092 of seventh receiving member4117 closes around first vertical mounting bar 3072. Although not shownin this view, sixth receiving member 4116 may also engage and closearound first vertical mounting bar 3072. And eighth receiving member4018 may also engage and close around second vertical mounting bar 3074.

While FIGS. 53-56 illustrate a process of mounting a battery assembly toa vehicle chassis by locking it in place, it may be appreciated that thereverse process may be used during dismounting. That is, to dismount abattery assembly, any locking mechanisms closed around the mounting barsmay be opened so that the battery assembly can be released. Once thebattery assembly is released, the linkages can be actuated to lower thebattery assembly to the ground.

Embodiments can include provisions for autonomous alignment of a batteryassembly as it is mounted to a vehicle. In some embodiments, autonomousalignment can occur in a single direction (e.g., vertical alignment withrespect to the vehicle). In other embodiments autonomous alignment canoccur in two or more directions simultaneously (e.g., horizontal andvertical alignment).

FIGS. 57-58 illustrate schematic views of a battery assembly beingaligned with respect to the vertical direction. Specifically, FIGS.57-58 illustrate a side schematic view of some components of vehicle100, including first receiving member 4111 and third receiving member4113 as they engage battery assembly 3000.

Initially, as seen in FIG. 57, battery assembly 3000 is misaligned withfirst receiving member 4111 and third receiving member 4113. As upperhorizontal mounting bar 3022 and lower horizontal mounting bar 3024 comeinto contact with first receiving member 4111 and third receiving member4113, respectively, the motion of the bars are directed downwardlytowards a central region of the receiving members. For example, as upperhorizontal mounting bar 3022 is pressed against a sloped surface 4170 offirst receiving member 4111, upper horizontal mounting bar 3022 mayslide downwards as it approaches central region 4172 of first receivingmember 4111. Likewise, as lower horizontal mounting bar 3024 is pressedagainst a sloped surface 4174 of third receiving member 4113, lowerhorizontal mounting bar 3024 may slide downwards as it approachescentral region 4176 of third receiving member 4113.

In FIG. 58, first receiving member 4111 and third receiving member 4113continue until battery assembly 3000 is properly aligned with respect tothe vertical position. At this point, locking mechanisms can closearound upper horizontal mounting bar 3022 and lower horizontal mountingbar 3024, respectively, to fix battery assembly 3000 to the vehiclechassis.

Although FIGS. 57-58 illustrate a process of autonomous alignment whenbattery assembly 3000 has a higher vertical position than the necessaryfinal alignment position, it may be appreciated that a similar processoccurs when battery assembly 3000 has a lower vertical position than thefinal alignment position.

FIGS. 59-60 illustrate schematic views of a battery assembly beingaligned with respect to the horizontal (specifically, widthwise)direction of vehicle 100. Specifically, FIGS. 59-60 illustrate a sideschematic view of some components of vehicle 100, including fifthreceiving member 4115 and seventh receiving member 4117 as they engagebattery assembly 3000.

Initially, as seen in FIG. 59, battery assembly 3000 is misaligned withfifth receiving member 4115 and seventh receiving member 4117.Specifically, battery assembly 3000 is displaced horizontally by anoffset 4310 in the vertical direction with respect to the desiredalignment boundary 4300.

As first vertical mounting bar 3072 and second vertical mounting bar3074 come into contact with seventh receiving member 4117 and fifthreceiving member 4115, respectively, the motion of the bars are directedhorizontally towards a central region of the receiving members. Forexample, as second vertical mounting bar 3074 is pressed against asloped surface 4180 of fifth receiving member 4115, second verticalmounting bar 3074 may slide horizontally as it approaches central region4182 of fifth receiving member 4115. Likewise, as first verticalmounting bar 3072 is pressed against a sloped surface 4184 of seventhreceiving member 4117, first vertical mounting bar 3072 may slidehorizontally as it approaches central region 4186 of seventh receivingmember 4117.

In FIG. 60, fifth receiving member 4115 and seventh receiving member4117 continue until battery assembly 3000 is properly aligned withrespect to the horizontal position. At this point, locking mechanismscan close around first vertical mounting bar 3072 and second verticalmounting bar 3074, respectively, to fix battery assembly 3000 to thevehicle chassis. Alternatively, in some other embodiments, fifthreceiving member 4115 and seventh receiving member 4117 may notincorporate locking mechanisms.

Although FIGS. 59-60 illustrate a process of autonomous alignment whenbattery assembly 3000 is displaced horizontally in a first direction(e.g., left direction) from the necessary final alignment position, itmay be appreciated that a similar process occurs when battery assembly3000 is displaced horizontally in a second direction (e.g., rightdirection) from the final alignment position.

As discussed above, alignment of a battery assembly occurs as horizontaland/or vertical bars on the battery assembly are pushed horizontallytowards the vehicle by linkages that raise the battery assembly and pullit towards a set of receiving members. Any misalignment of the batteryassembly in either the vertical or horizontal directions may beautonomously corrected by the sloped sidewalls of the receiving members,which act to direct the vertical and horizontal positions of the batteryassembly towards a position of proper alignment. Proper alignment thenensures that the horizontal mounting bars (and/or vertical mountingbars) can be locked into place, thereby fixing the battery cage in placeon the vehicle chassis.

In different embodiments, the tolerance in the vertical and horizontalpositions can vary. That is, the degree to which a battery cage can bemisaligned in the horizontal or vertical directions as it is broughtcloser to a set of receiving members can vary. Generally, the tolerancemay be determined by various factors including the dimensions of eachreceiving member as well as the specific geometry of the sidewalls thatare intended to guide mounting bars towards a centrally alignedposition.

It may be appreciated that in some embodiments, one or more receivingmembers could be optional. In some other embodiments, for example,second set of receiving members 4030 could be replaced with an alignmentmember. In contrast to receiving members that may (optionally) includeprovisions for locking a bar in place, alignment members may only beconfigured to help with alignment but not locking.

FIG. 61 is an alternative embodiment of vehicle 100 that lacks receivingmembers for engaging vertically aligned mounting bars of a batteryassembly. Instead, vehicle 100 includes a set of alignment members 4502that are attached to the chassis of vehicle 100. Set of alignmentmembers 4502 includes a first alignment member 4511, a second alignmentmember 4512, a third alignment member 4513 and a fourth alignment member4514.

First alignment member 4511 comprises a block of material with aV-shaped cutout. This creates opposing sloped surfaces that meet at acentral location. As with the sloped surfaces of the receiving membersdescribed above, the sloped surfaces of the alignment members act topush the vertical mounting bars into a centrally aligned position withrespect to the horizontal direction. Second alignment member 4512, thirdalignment member 4513 and fourth alignment member 4514 are all seen tohave similar geometries to first alignment member 4511.

In FIG. 61 a set of receiving members 4560 for securing horizontalmounting bars are also shown. Set of receiving members 4560 includes afirst receiving member 4561, a second receiving member 4562, a thirdreceiving member 4563 and a fourth receiving member 4564.

Set of receiving members 4560 may have a slightly different design fromthe receiving member shown in FIGS. 51-52. The receiving members shownhere could be associated with any type of known locking mechanisms thatcould be used to the horizontal mounting bars on a battery assembly. Insome cases, set of receiving members 4560 could include lockingmechanisms that are hydraulically actuated.

Using this configuration, alignment members may be used to help align abattery assembly with respect to the horizontal direction as receivingmembers align a battery assembly with respect to the vertical direction.Moreover, the receiving members can include locking mechanisms forlocking the battery assembly into place.

Both receiving members and alignment members can be seen to includeconvex openings. Each opening may be associated with a receivingdirection. A receiving direction is associated with the orientation ofan elongated member that may be received within the convex opening. Forexample, referring back to FIG. 51, the receiving direction of receivingmember 4400 is a direction extending between notch 4424 and notch 4426and which is parallel with mounting bar 4450.

As seen in FIG. 61, the alignment members (e.g., alignment member 4511and alignment member 4512) and the receiving members (e.g., receivingmember 4561 and receiving member 4562) have non-parallel receivingdirections. Specifically, the receiving directions (i.e., theorientations of the convex openings) of alignment members and receivingmembers are seen to be approximately perpendicular to one another.

The present embodiments provide a mounting and dismounting system thatnot only places a battery assembly onto a vehicle, but integrates thebattery cage with the chassis of the vehicle. This is accomplished byusing a preloaded locking mechanism that grabs the battery cage once ithas been lifted into a particular position by an actuatable assembly.

FIG. 62 is a schematic view of an embodiment of vehicle 100 with batteryassembly 3000 mounted to a chassis 4600 of vehicle 100. Specifically, afirst receiving member 4602 and a second receiving member 4604 are fixedto chassis 4600. Moreover, first receiving member 4602 and secondreceiving member 4604 are locked to upper horizontal mounting bar 3022and lower horizontal mounting bar 3024, respectively. Although not shownin this side view, battery assembly 3000 may also be connected tochassis 4600 by way of additional receiving members that engage thehorizontal mounting bars, and/or by way of additional receiving members(or alignment members) that engage first vertical mounting bar 3072and/or second vertical mounting bar 3074 of battery assembly 3000.

By locking battery assembly 3000 in place with a set of receivingmembers, battery assembly 3000 may not move relative to chassis 4600.This helps to minimize any slack in the mechanical connection betweenbattery assembly 3000 and chassis 4600 of vehicle 100 so as to achieveproper load transfer when any external forces are applied.

As an example, FIG. 62 illustrates an exemplary situation where aforward impact force 4610 is applied to front side 3009 of battery cage3002. Because battery assembly 3000 has been fixed using a preloadedlocking mechanism, the forces may be transferred from battery cage 3002,through receiving member 4602 and receiving member 4604 to chassis 4600without any structural failure occurring at the point of attachment.

While various embodiments of the invention have been described, thedescription is intended to be exemplary, rather than limiting, and itwill be apparent to those of ordinary skill in the art that many moreembodiments and implementations are possible that are within the scopeof the invention. Any element of any embodiment may be substituted foranother element of any other embodiment or added to another embodimentexcept where specifically excluded. Accordingly, the invention is not tobe restricted except in light of the attached claims and theirequivalents. Also, various modifications and changes may be made withinthe scope of the attached claims.

1-20. (canceled)
 21. An electric vehicle, comprising: a battery assemblycomprising a battery cage and at least one battery pack disposed insidethe battery cage; a battery mounting and dismounting system disposedonboard the electric vehicle, wherein the battery mounting anddismounting system is configured to lift and lower the battery assembly;the battery mounting and dismounting system including an alignment andlocking system configured to align the battery assembly into apredetermined position relative to the electric vehicle and to lock thebattery assembly into place on the electric vehicle; the alignment andlocking system comprising a plurality of receiving members disposed onthe electric vehicle; the plurality of receiving members including: afirst set of receiving members disposed on the electric vehicle with acommon orientation such that each receiving member of the first set ofreceiving members is oriented with its lengthwise direction aligned witha vertical direction of the electric vehicle; and a second set ofreceiving members disposed on the electric vehicle with a commonorientation such that each receiving member of the second set ofreceiving members is oriented with its lengthwise direction aligned witha horizontal direction of the electric vehicle; the battery cage furthercomprising at least one horizontal mounting bar aligned along ahorizontal direction of the battery assembly and at least one verticalmounting bar aligned along a vertical direction of the battery assembly;wherein the first set of receiving members on the electric vehicle areconfigured to engage the at least one horizontal mounting bar on thebattery cage; and wherein the second set of receiving members on theelectric vehicle are configured to engage the at least one verticalmounting bar on the battery cage.
 22. The electric vehicle according toclaim 21, wherein the battery cage comprises: a set of horizontalmounting bars, including an upper horizontal mounting bar and a lowerhorizontal mounting bar, the lower horizontal mounting bar beingdisposed beneath the upper horizontal mounting bar in the verticaldirection; and a set of vertical mounting bars, including a firstvertical mounting bar and a second vertical mounting bar, the firstvertical mounting bar being spaced apart from the second verticalmounting bar in the horizontal direction.
 23. The electric vehicleaccording to claim 22, wherein the first vertical mounting bar and thesecond vertical mounting bar are disposed at opposite rearward cornersof the battery cage.
 24. The electric vehicle according to claim 22,wherein the first set of receiving members on the electric vehiclecomprises an upper set of receiving members and a lower set of receivingmembers, the lower set of receiving members being disposed beneath theupper set of receiving members in the vertical direction.
 25. Theelectric vehicle according to claim 24, wherein the upper set ofreceiving members are configured to engage the upper horizontal mountingbar of the battery cage; and wherein the lower set of receiving membersare configured to engage the lower horizontal mounting bar of thebattery cage.
 26. The electric vehicle according to claim 22, whereinthe second set of receiving members on the electric vehicle comprises atleast two receiving members configured to engage the first verticalmounting bar of the battery cage and at least two receiving membersconfigured to engage the second vertical mounting bar of the batterycage.
 27. The electric vehicle according to claim 21, wherein thebattery assembly includes a first battery pack and a second batterypack; the battery cage comprising an upper cage portion and a lower cageportion, wherein the upper cage portion is sized and dimensioned toreceive the first battery pack and the lower cage portion is sized anddimensioned to receive the second battery pack; and wherein the at leastone vertical mounting bar on the battery cage extends from the uppercage portion to the lower cage portion.
 28. The electric vehicleaccording to claim 21, wherein the battery mounting and dismountingsystem further comprises a first linkage assembly and a second linkageassembly spaced apart from the first linkage assembly, the first linkageassembly and the second linkage assembly being configured to engage thebattery cage to lift and/or lower the battery assembly.
 29. The electricvehicle according to claim 28, wherein the first linkage assembly andthe second linkage assembly are configured to engage the at least onehorizontal mounting bar of the battery cage.
 30. The electric vehicleaccording to claim 28, wherein the first set of receiving members on theelectric vehicle are disposed in between the first linkage assembly andthe second linkage assembly.
 31. The electric vehicle according to claim28, wherein the second set of receiving members on the electric vehicleare disposed adjacent to outer facing sides of the first linkageassembly and the second linkage assembly.
 32. A battery mounting anddismounting system disposed onboard an electric vehicle configured tolift and lower a battery assembly of the electric vehicle, comprising:an alignment and locking system configured to align the battery assemblyinto a predetermined position relative to the electric vehicle and tolock the battery assembly into place on the electric vehicle; thealignment and locking system comprising a plurality of receiving membersdisposed on the electric vehicle; the plurality of receiving membersincluding: a first set of receiving members disposed on the electricvehicle with a common orientation such that each receiving member of thefirst set of receiving members is oriented with its lengthwise directionaligned with a vertical direction of the electric vehicle; and a secondset of receiving members disposed on the electric vehicle with a commonorientation such that each receiving member of the second set ofreceiving members is oriented with its lengthwise direction aligned witha horizontal direction of the electric vehicle; wherein the first set ofreceiving members on the electric vehicle are configured to engage atleast one horizontal mounting bar on the battery assembly; and whereinthe second set of receiving members on the electric vehicle areconfigured to engage at least one vertical mounting bar on the batteryassembly.
 33. The battery mounting and dismounting system according toclaim 32, wherein the first set of receiving members on the electricvehicle comprises an upper set of receiving members and a lower set ofreceiving members, the lower set of receiving members being disposedbeneath the upper set of receiving members in the vertical direction.34. The battery mounting and dismounting system according to claim 33,wherein the upper set of receiving members are configured to engage anupper horizontal mounting bar of the battery assembly; and wherein thelower set of receiving members are configured to engage a lowerhorizontal mounting bar of the battery assembly.
 35. The batterymounting and dismounting system according to claim 32, furthercomprising a first linkage assembly and a second linkage assembly spacedapart from the first linkage assembly, the first linkage assembly andthe second linkage assembly being configured to engage the batteryassembly to lift and/or lower the battery assembly.
 36. The batterymounting and dismounting system according to claim 35, wherein the firstlinkage assembly and the second linkage assembly are configured toengage the at least one horizontal mounting bar of the battery assembly.37. The battery mounting and dismounting system according to claim 35,wherein the first set of receiving members on the electric vehicle aredisposed in between the first linkage assembly and the second linkageassembly.
 38. The battery mounting and dismounting system according toclaim 35, wherein the second set of receiving members on the electricvehicle are disposed adjacent to outer facing sides of the first linkageassembly and the second linkage assembly.
 39. A battery assembly for anelectric vehicle, comprising: a battery cage; and at least one batterypack disposed inside the battery cage; the battery cage furthercomprising at least one horizontal mounting bar aligned along ahorizontal direction of the battery assembly and at least one verticalmounting bar aligned along a vertical direction of the battery assembly;wherein the at least one horizontal mounting bar is configured to beengaged by a first set of receiving members disposed on the electricvehicle, the first set of receiving members having a common orientationsuch that each receiving member of the first set of receiving members isoriented with its lengthwise direction aligned with a vertical directionof the electric vehicle; and wherein the at least one vertical mountingbar is configured to be engaged by a second set of receiving membersdisposed on the electric vehicle, the second set of receiving membershaving with a common orientation such that each receiving member of thesecond set of receiving members is oriented with its lengthwisedirection aligned with a horizontal direction of the electric vehicle.40. The battery assembly according to claim 39, further comprising afirst battery pack and a second battery pack; the battery cage furthercomprising an upper cage portion and a lower cage portion, wherein theupper cage portion is sized and dimensioned to receive the first batterypack and the lower cage portion is sized and dimensioned to receive thesecond battery pack; and wherein the at least one vertical mounting baron the battery cage extends from the upper cage portion to the lowercage portion.